CN109808508B - Fault-tolerant control strategy for driving system of distributed driving electric automobile - Google Patents

Fault-tolerant control strategy for driving system of distributed driving electric automobile Download PDF

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CN109808508B
CN109808508B CN201910126899.4A CN201910126899A CN109808508B CN 109808508 B CN109808508 B CN 109808508B CN 201910126899 A CN201910126899 A CN 201910126899A CN 109808508 B CN109808508 B CN 109808508B
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杨波
程阳
裴晓飞
张震
林晨
余嘉星
张佳琛
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Wuhan University of Technology WUT
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Abstract

The invention discloses a fault-tolerant control strategy of a driving system of a distributed driving electric automobile, which is used for carrying out fault-tolerant control on a vehicle under the condition that a certain wheel is known to be invalid; and (3) upper layer control: selecting yaw velocity and mass center deflection angle of the vehicle as control targets, establishing a vehicle yaw moment control system under failure fault, and calculating to obtain an expected yaw moment through a sliding mode variable structure control strategy based on constraint of the yaw velocity and the mass center deflection angle; and (3) controlling the lower layer: the dynamic and stability torque coordination optimization distribution strategy is realized through sliding mode variable structure control or LQR respectively, the distribution of wheel torque is calculated by combining the expected yaw moment, the torque redistribution is carried out on the wheels which normally work, and the driving stability of the vehicle is ensured. The invention can redistribute the moment of wheels which normally work, and the wheels can meet the preset driving track to the maximum extent, thereby avoiding sudden change and ensuring the safety and stability of vehicle driving.

Description

Fault-tolerant control strategy for driving system of distributed driving electric automobile
Technical Field
The invention relates to the field of distributed drive electric vehicle control, in particular to a fault-tolerant control strategy of a drive system of a distributed drive electric vehicle.
Background
Under the current environmental situation, the electric vehicle is a hot spot and a key point for the research of the automobile industry. The distributed driving electric automobile is one electric automobile, has the advantage that four wheels can be independently driven, is more convenient to control the longitudinal force of each tire, and can better reduce damage and loss caused by failure when the failure condition occurs.
The existing stability or dynamic control strategy is generally based on a vehicle in a normal driving state, and the fault-tolerant control strategy applicable to the failure condition has fewer patents. If the driving failure condition occurs suddenly in the driving process of the vehicle, the fault-tolerant control is not carried out in time, and the driving safety can be seriously influenced.
Disclosure of Invention
The invention aims to solve the technical problem of providing a fault-tolerant control strategy of a driving system of a distributed driving electric automobile aiming at the defects in the prior art.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the invention provides a fault-tolerant control strategy of a driving system of a distributed driving electric automobile.A controller at the upper layer of the driving system of the electric automobile adopts sliding mode variable structure control, and a controller at the lower layer of the driving system of the electric automobile adopts sliding mode variable structure control or LQR; the fault-tolerant control strategy comprises the following steps:
under the condition that a certain wheel is known to be invalid, fault-tolerant control of the vehicle is carried out by adopting a fault-tolerant control strategy;
and (3) upper layer control: selecting yaw velocity and mass center deflection angle of the vehicle as control targets, establishing a vehicle yaw moment control system under failure fault, and calculating to obtain an expected yaw moment through a sliding mode variable structure control strategy based on constraint of the yaw velocity and the mass center deflection angle;
and (3) controlling the lower layer: the dynamic and stability torque coordination optimization distribution strategy is realized through sliding mode variable structure control or LQR respectively, the distribution of wheel torque is calculated by combining the expected yaw moment, the torque redistribution is carried out on the wheels which normally work, and the driving stability of the vehicle is ensured.
Further, the sliding mode variable structure control is adopted in the upper layer control to obtain the expected yaw moment of the vehicle; an additional yaw moment controller is designed, and a sliding mode variable structure is used for controlling to obtain an expected additional yaw moment M; selecting a centroid side slip angle beta and a yaw velocity gamma as state variables, inputting the errors of the centroid side slip angle beta and the yaw velocity gamma of the vehicle and actual values, and outputting the errors as M, wherein the formula is as follows:
s＝eγ-c·eβ＝γd-γ+c·(βd-β)
Figure BDA0001973913640000021
Figure BDA0001973913640000022
and is composed of
Figure BDA0001973913640000023
The following can be obtained:
Figure BDA0001973913640000024
wherein,
Figure BDA0001973913640000025
Figure BDA0001973913640000026
wherein c and epsilon are design parameters of the controller, beta is a centroid slip angle, and betadTo the desired centroid slip angle, gamma is the yaw rate, gammadFor the desired yaw rate, m is the vehicle service mass, vxFor longitudinal vehicle speed, Fyf、FyrTransverse forces, δ, of the front and rear wheels of the vehiclefAngle of rotation of front wheel, αf、αrIs a front and rear wheel side slip angle lf、lrIs the distance of the center of mass to the front and rear axes, kf、krFor front and rear wheel cornering stiffness, IZIs the moment of inertia of the vehicle about the Z axis.
Furthermore, a dynamic and stable torque coordination optimization allocation strategy is adopted in the lower-layer control, two control strategies are realized through sliding mode variable structure control or LQR, software redundancy is realized, and the condition of software errors is reduced.
Further, the specific method adopting the sliding mode variable structure control strategy in the lower layer control of the invention comprises the following steps:
in the upper layer control, a desired driving moment T is obtained by using sliding mode variable structure control; firstly, establishing a relation between an additional yaw moment M and a longitudinal slip ratio lambda: tong (Chinese character of 'tong')Obtaining an additional yaw moment M and a tire longitudinal force F through a dynamic equationxThe corresponding slip rate lambda is obtained by looking up a table through a magic formula, so that the expected additional yaw moment obtained by the upper-layer controller is converted to obtain the longitudinal slip rate lambda; establishing the relation between lambda and T through the slip ratio; selecting a longitudinal slip ratio lambda as a state variable, and taking an error between a desired value and an actual value as a control input to finally obtain a driving torque; the calculation formula is as follows:
Figure BDA0001973913640000031
Figure BDA0001973913640000032
Figure BDA0001973913640000033
Figure BDA0001973913640000034
Figure BDA0001973913640000035
wherein
Figure BDA0001973913640000036
Wherein λ is longitudinal slip ratio, λdQ is a sliding mode controller design parameter, v, for a desired longitudinal slip ratioxIs the longitudinal vehicle speed, omega is the rotational angular speed of the vehicle, R represents the wheel radius, TtRepresenting the driving torque, mu being the road adhesion coefficient, FzThe vertical load of the vehicle, J represents the moment of inertia of the wheel, and g is the acceleration of gravity.
Further, the specific method for adopting the LQR control strategy in the lower layer control of the present invention is as follows:
the moment distribution after failure is controlled by the LQR, the expected yaw moment is generated by applying driving forces with different magnitudes to four independently driven wheels, and the following formula is the moment variation quantity required by the four wheels obtained by controlling the moment distribution according to the LQR:
Figure BDA0001973913640000037
Figure BDA0001973913640000041
where M is the additional yaw moment obtained by the upper level controller, R represents the wheel radius, df、drFor front and rear wheelbases, /)f、lrIs the distance of the center of mass to the front and rear axes, δfIs the corner of the front wheel.
Further, the dynamic and stability torque coordination optimization allocation strategy in the lower layer control of the invention adds longitudinal driving force, maximum driving force and maximum ground adhesion as the constraint conditions aiming at the vehicle running theory:
tire friction ellipse restriction:
Figure BDA0001973913640000042
road adhesion and limitation of longitudinal force to be able to provide maximum driving force:
max(-μFzi,-Fm)≤Fxi≤min(μFzi,Fm)
wherein, FxiAs longitudinal force of the wheel, FyiAs a lateral force of the wheel, FziIs the vertical wheel load, mu is the road adhesion coefficient, FmIs the maximum value of the wheel longitudinal force.
The invention has the following beneficial effects: the fault-tolerant control strategy of the driving system of the distributed driving electric automobile carries out fault-tolerant control on the problem of driving failure in the driving process of the automobile, the upper layer obtains expected yaw moment according to sliding mode variable structure control, and the lower layer obtains the moment distributed to each wheel through sliding mode variable structure control or LQR (linear quadratic regulator). The wheels which normally work are redistributed in torque, so that the wheels can meet the preset driving track to the maximum extent, sudden changes are avoided, and the driving safety and stability of the vehicle are ensured.
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The invention will be further described with reference to the accompanying drawings and examples, in which:
FIG. 1 is a schematic structural diagram of an embodiment of the present invention;
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, in the driving system of the electric vehicle, an upper controller is controlled by a sliding mode variable structure, and a lower controller is controlled by a sliding mode variable structure or LQR; the fault-tolerant control strategy comprises the following steps:
under the condition that a certain wheel is known to be invalid, fault-tolerant control of the vehicle is carried out by adopting a fault-tolerant control strategy;
and (3) upper layer control: selecting yaw velocity and mass center deflection angle of the vehicle as control targets, establishing a vehicle yaw moment control system under failure fault, and calculating to obtain an expected yaw moment through a sliding mode variable structure control strategy based on constraint of the yaw velocity and the mass center deflection angle;
and (3) controlling the lower layer: the dynamic and stability torque coordination optimization distribution strategy is realized through sliding mode variable structure control or LQR respectively, the distribution of wheel torque is calculated by combining the expected yaw moment, the torque redistribution is carried out on the wheels which normally work, and the driving stability of the vehicle is ensured.
Assuming that the longitudinal force of each vehicle can be detected, the present invention performs fault tolerant control in the event that a certain wheel is known to fail. And the upper layer controller performs sliding mode control according to the difference value of the yaw velocity and the centroid side slip angle to obtain the expected yaw moment. When the lower layer implements the control, the distribution of the wheel moment is determined through the yaw moment.
And inputting the actual yaw velocity and the centroid side slip angle into the upper layer, calculating the expected yaw moment M through a sliding mode formula, and inputting the expected yaw moment M into a lower layer controller.
s＝eγ-c·eβ＝γd-γ+c·(βd-β)
Figure BDA0001973913640000051
Figure BDA0001973913640000052
And is composed of
Figure BDA0001973913640000053
The following can be obtained:
Figure BDA0001973913640000054
the lower layer input is the desired yaw moment M.
(1) Taking sliding mode variable structure control as an example, the input is a desired yaw moment M, and M and a longitudinal force F can be obtained by an automobile dynamic modelxijThe relationship of (1):
M＝Fxfl·(sinδf·lf-d·cosδf/2)+Fxfr·(sinδf·lf+d·cosδf/2)-Fxrl·d/2+Fxrrd/2, obtaining the expected longitudinal force according to the obtained expected yaw moment, looking up a table by a tire formula to obtain the expected slip ratio lambda, and inputting the expected slip ratio lambda into a sliding mode controller for further solving.
Figure BDA0001973913640000061
Figure BDA0001973913640000062
Figure BDA0001973913640000063
Figure BDA0001973913640000064
Figure BDA0001973913640000065
Wherein
Figure BDA0001973913640000066
Thus, the output torque due to the wheels can be obtained.
(2) Taking LQR control as an example, the moment delta T of the wheel required to be changed is calculatedijAnd then carrying out torque adjustment on the wheels which normally work according to the failure condition.
Figure BDA0001973913640000067
Figure BDA0001973913640000068
Where M is the additional yaw moment obtained by the upper level controller, R represents the wheel radius, df、drFor the front and rear wheelbases, /)f、lrIs the distance of the center of mass to the front and rear axes, δfIs the corner of the front wheel.
If the left front wheel is out of order,
the desired torque for the right front wheel is then:
Figure BDA0001973913640000069
the desired torque for the right rear wheel is then:
Figure BDA0001973913640000071
the desired torque for the left rear wheel is then:
Figure BDA0001973913640000072
and if other wheels fail, corresponding algorithms are provided.
Two underlying control strategies can implement software redundancy, one of which can be compensated for if a large deviation occurs.
It will be appreciated that modifications and variations are possible to those skilled in the art in light of the above teachings, and it is intended to cover all such modifications and variations as fall within the scope of the appended claims.

Claims (2)

1. A fault-tolerant control strategy of a driving system of a distributed driving electric automobile is characterized in that in the driving system of the electric automobile, an upper-layer controller adopts sliding mode variable structure control, and a lower-layer controller adopts sliding mode variable structure control or LQR; the fault-tolerant control strategy comprises the following steps:
under the condition that a certain wheel is known to be invalid, fault-tolerant control of the vehicle is carried out by adopting a fault-tolerant control strategy;
and (3) upper layer control: selecting yaw velocity and mass center deflection angle of the vehicle as control targets, establishing a vehicle yaw moment control system under failure fault, and calculating to obtain an expected yaw moment through a sliding mode variable structure control strategy based on constraint of the yaw velocity and the mass center deflection angle;
and (3) controlling the lower layer: the dynamic and stability torque coordination optimization distribution strategy is realized through sliding mode variable structure control or LQR respectively, the distribution of wheel torque is calculated by combining an expected yaw moment, the torque redistribution is carried out on wheels which normally work, and the driving stability of the vehicle is ensured;
in the upper layer control, the sliding mode variable structure control is adopted to obtain the expected yaw moment of the vehicle; an additional yaw moment controller is designed, and a sliding mode variable structure is used for controlling to obtain an expected additional yaw moment M; selecting a centroid side slip angle beta and a yaw velocity gamma as state variables, inputting the errors of the centroid side slip angle beta and the yaw velocity gamma of the vehicle and actual values, and outputting the errors as M, wherein the formula is as follows:
s＝eγ-c·eβ＝γd-γ+c·(βd-β)
Figure FDA0003598193650000011
Figure FDA0003598193650000012
and is composed of
Figure FDA0003598193650000013
The following can be obtained:
Figure FDA0003598193650000014
wherein,
Figure FDA0003598193650000015
Figure FDA0003598193650000016
wherein c and epsilon are design parameters of the controller, beta is a centroid slip angle, and betadTo the desired centroid slip angle, gamma is the yaw rate, gammadPeriod of time ofThe expected yaw angular velocity, m is the overall vehicle servicing quality, vxFor longitudinal vehicle speed, Fyf、FyrTransverse forces, δ, of the front and rear wheels of the vehiclefAngle of rotation of front wheel, αf、αrIs a front and rear wheel side slip angle lf、lrIs the distance of the center of mass to the front and rear axes, kf、krFor front and rear wheel cornering stiffness, IZThe moment of inertia of the vehicle around the Z axis;
in the lower-layer control, a dynamic and stable torque coordination optimization distribution strategy is adopted, two control strategies are realized through sliding mode variable structure control or LQR, software redundancy is realized, and the condition of software errors is reduced;
the specific method for adopting the sliding mode variable structure control strategy in the lower layer control comprises the following steps:
in the upper layer control, a desired driving moment T is obtained by using sliding mode variable structure control; firstly, establishing a relation between an additional yaw moment M and a longitudinal slip ratio lambda: obtaining an additional yaw moment M and a tire longitudinal force F through a dynamic equationxThe corresponding slip rate lambda is obtained by looking up a table through a magic formula, so that the expected additional yaw moment obtained by the upper-layer controller is converted to obtain the longitudinal slip rate lambda; establishing the relation between lambda and T through the slip ratio; selecting a longitudinal slip ratio lambda as a state variable, and taking an error between a desired value and an actual value as a control input to finally obtain a driving torque; the calculation formula is as follows:
Figure FDA0003598193650000021
Figure FDA0003598193650000022
Figure FDA0003598193650000023
Figure FDA0003598193650000024
Figure FDA0003598193650000025
wherein
Figure FDA0003598193650000026
Wherein λ is longitudinal slip ratio, λdQ is a sliding mode controller design parameter, v, for a desired longitudinal slip ratioxFor longitudinal vehicle speed, ω is vehicle angular velocity, R represents wheel radius, TtRepresenting the driving torque, mu being the road adhesion coefficient, FzThe vertical load of the vehicle is represented by J, the moment of inertia of the wheel is represented by g, and the gravity acceleration is represented by g;
the specific method for adopting the LQR control strategy in the lower-layer control comprises the following steps:
the moment distribution after failure is controlled by the LQR, the expected yaw moment is generated by applying driving forces with different magnitudes to four independently driven wheels, and the following formula is the moment variation quantity required by the four wheels obtained by controlling the moment distribution according to the LQR:
Figure FDA0003598193650000031
Figure FDA0003598193650000032
where M is the additional yaw moment obtained by the upper level controller, R represents the wheel radius, df、drFor front and rear wheelbases, /)f、lrIs the distance of the center of mass to the front and rear axes, δfIs the corner of the front wheel.
2. The fault-tolerant control strategy of the driving system of the distributed driving electric automobile according to claim 1, characterized in that a dynamic and stability torque coordination optimization distribution strategy in the lower layer control adds longitudinal driving force, can provide maximum driving force and takes the maximum ground adhesion as the constraint condition aiming at the vehicle driving theory:
tire friction ellipse limit:
Figure FDA0003598193650000033
road adhesion and limitation of longitudinal force to be able to provide maximum driving force:
max(-μFzi,-Fm)≤Fxi≤min(μFzi,Fm)
wherein, FxiAs longitudinal force of the wheel, FyiAs lateral wheel forces, FziIs the vertical wheel load, mu is the road adhesion coefficient, FmIs the maximum value of the wheel longitudinal force.
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